JP6520781B2 - Communication control unit - Google Patents

Description

  The present invention relates to a communication control apparatus that controls the operation of a communication module for performing inter-vehicle communication.

  In recent years, each of a plurality of vehicles sequentially broadcasts communication packets (hereinafter referred to as vehicle information packets) indicating vehicle information such as current position, traveling speed, traveling direction, etc., and vehicle information packets transmitted from other vehicles There has been proposed an inter-vehicle communication system for sequentially receiving.

  As an aspect of communication between vehicles in such an inter-vehicle communication system (that is, inter-vehicle communication), as disclosed in Patent Document 1, vehicles communicate vehicle information packets without passing through a wide area communication network. An aspect of direct transmission and reception is assumed. Direct wireless communication between vehicles is realized by adopting a Carrier Sense Multiple Access / Collision Avoidance (CSMA / CA) system as an access control system.

  In addition, vehicle information of another vehicle obtained by inter-vehicle communication is used for vehicle control to support the driver's driving operation, automatic driving, information provision to the driver, and the like. Therefore, the vehicle information acquired by inter-vehicle communication needs to be real-time information as close as possible to the current situation. In view of such a request, the transmission cycle of the vehicle information packet is often set to several hundred milliseconds (more specifically, 100 milliseconds).

JP, 2013-5186, A

  When vehicles carry out direct radio communications by CSMA / CA, it is necessary to consider a known problem such as shadowing by a large vehicle such as a hidden terminal problem or a truck. The hidden terminal problem is a problem in which radio signal interference occurs due to the positional relationship in which a plurality of vehicles can not receive each other's signals. Also, with shadowing, although the distance is a communicable distance, radio waves are blocked by a large vehicle, and vehicle information packets can not be received temporarily or the received signal strength decreases. It refers to doing.

  As one solution to solve such a problem, it may be considered to adopt a configuration in which vehicles transmit and receive vehicle information packets via a wide area communication network. However, when vehicles communicate via a wide area communication network, there is a possibility that the communication fee according to the amount of communication may occur. Therefore, when inter-vehicle communication is performed via a wide area communication network, vehicle information is required to share the real-time vehicle information with the request to suppress the transmission frequency of the vehicle information packet in order to suppress communication charges. There are mutually contradictory requirements for shortening the transmission interval of packets.

  The present invention has been made based on the above circumstances, and an object of the present invention is to provide a communication control apparatus capable of suppressing communication charges while realizing real-time sharing of vehicle information.

  The present invention for achieving that object is used in a vehicle, and in conjunction with a narrow area communication module for performing direct wireless communication with the outside without a wide area communication network, the surroundings existing around the vehicle A narrow area communication processing unit (F3) that implements direct type inter-vehicle communication that is direct vehicle-to-vehicle communication that does not involve a wide area communication network, and wide area communication for wireless communication with the outside via a wide area communication network Wide area communication processing unit (F4) that performs indirect type inter-vehicle communication that is indirect inter-vehicle communication with surrounding vehicles via wide area communication network in cooperation with the module, and detection of sensors mounted on vehicles And a vehicle data generation unit (F2) for generating vehicle data indicating a traveling state of the vehicle based on the result, the narrow area communication processing unit narrowing the communication packet including the vehicle data at a predetermined narrow area transmission cycle Wireless transmission from the area communication module, The area communication processing unit performs processing for transmitting a communication packet including vehicle data to surrounding vehicles at a predetermined wide area transmission cycle via the wide area communication module and the wide area communication network, and the narrow area communication processing section and the wide area It includes a peripheral vehicle judgment unit (F6) that judges whether the other vehicle corresponding to the surrounding vehicle exists within a predetermined range determined based on the position of the vehicle based on the vehicle data acquired by the communication processing unit, The communication processing unit adopts a predetermined first wide area transmission cycle longer than the narrow area transmission cycle as the wide area transmission cycle when it is determined that the other vehicle is not within the predetermined range by the surrounding vehicle judgment section. On the other hand, when it is determined by the surrounding vehicle determination unit that the other vehicle is present within the predetermined range, the predetermined second wide area transmission set to a value equal to or smaller than the narrow area transmission period And characterized by using a period as a Global transmission cycle.

  In the above configuration, if it is determined by the surrounding vehicle determination unit that the other vehicle is within the predetermined range (hereinafter, the surrounding range) where the other vehicle can be regarded as the periphery of the own vehicle, the relatively long first wide area Transmission of vehicle data by indirect type inter-vehicle communication is performed in a transmission cycle. On the other hand, when the other vehicle exists in the surrounding area by the surrounding vehicle determination unit, transmission of vehicle data by indirect type inter-vehicle communication is performed in a relatively short second wide area transmission cycle. Note that the short range communication processing unit sequentially transmits vehicle data in a predetermined short range transmission cycle regardless of the determination result of the surrounding vehicle determination unit.

  According to this aspect, for example, when there is a surrounding vehicle, transmission of vehicle data is performed relatively densely in both direct type inter-vehicle communication and indirect type inter-vehicle communication. Therefore, even if the communication quality of direct type inter-vehicle communication is lowered due to shadowing etc., sharing of real-time vehicle information can be maintained by indirect type inter-vehicle communication.

  When the other vehicle is not present in the peripheral range of the host vehicle, the wide area transmission cycle is set to the first wide area transmission cycle (that is, a relatively long time). Since extending the wide area transmission cycle corresponds to suppressing the frequency of performing communication via the wide area communication network, it is possible to suppress the communication amount and the communication charge. When the other vehicle does not exist in the peripheral range of the own vehicle, the vehicle data of the own vehicle is not used by the other vehicle. Therefore, there is little need to transmit vehicle data frequently. Also, transmission of vehicle data is carried out by direct type inter-vehicle communication with no communication charge, with the same frequency as in the case where other vehicles exist in the surrounding area.

  Therefore, when the other vehicle is not present in the peripheral range of the own vehicle, there is little possibility that the real time property of information sharing between the vehicles may be impaired even if the wide area transmission cycle is lengthened. That is, according to the above configuration, it is possible to suppress communication charges while realizing real-time sharing of vehicle information.

  In addition, the code | symbol in the parentheses described in the claim shows correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited. is not.

1 is a block diagram showing an example of a schematic configuration of an inter-vehicle communication system 100. FIG. FIG. 1 is a block diagram showing an example of a schematic configuration of an in-vehicle system 1; It is a flowchart for demonstrating a large area transmission period control process. It is a figure for demonstrating the operation | movement of the communication control part 13 in, when the wide area transmission period Tw is set to 1st period Tw1. It is a figure for demonstrating the operation | movement of the communication control part 13 in case the wide area transmission period Tw is set to 2nd period Tw2. It is a figure which shows the other aspect of 2nd period Tw2. It is a figure which shows the other aspect of 2nd period Tw2. It is a figure which shows the other aspect of 2nd period Tw2. FIG. 18 is a block diagram showing a schematic configuration of a communication control unit 13 in a modification 3; It is a flowchart for demonstrating the wide area transmission period control process which the communication control part 13 of the modification 3 implements. FIG. 6 is a block diagram showing a modification of the configuration of the in-vehicle system 1; FIG. 6 is a block diagram showing a modification of the configuration of the in-vehicle system 1; FIG. 13 is a block diagram showing a modification of the configuration of the communication control unit 13.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a view showing an example of a schematic configuration of an inter-vehicle communication system 100 according to the present invention. As shown in FIG. 1, the inter-vehicle communication system 100 includes a plurality of in-vehicle systems 1 constructed in each of the plurality of vehicles Ma and Mb, and a center 2.

  Although only two vehicles Ma and Mb are illustrated in FIG. 1 as vehicles to which the in-vehicle system 1 is applied (hereinafter referred to as applied vehicles) for convenience, three or more vehicles actually exist. In the following, in order to distinguish each of the in-vehicle systems 1 constructed in the vehicles Ma and Mb, the in-vehicle system 1 constructed in the vehicle Ma is in-vehicle system 1a, and the in-vehicle system 1 constructed in the vehicle Mb is in-vehicle It describes as the system 1b.

<Overview of the whole>
The inter-vehicle communication system 100 is a system for the application vehicles to wirelessly communicate with each other. The applicable vehicle is a vehicle traveling on a road. The applicable vehicle may be a four-wheeled vehicle, a two-wheeled vehicle, a three-wheeled vehicle or the like. Motorcycles also include motor bikes. In the present embodiment, the application vehicles Ma and Mb are four-wheeled vehicles as an example.

  Each applicable vehicle is configured to carry out wireless communication (so-called inter-vehicle communication) not via the wide area communication network 3 using radio waves in a frequency band assigned in advance. For convenience, inter-vehicle communication not via the wide area communication network 3 will be described as direct inter-vehicle communication here. The range in which direct type inter-vehicle communication can be performed is a limited range corresponding to the transmission output of radio waves. That is, the range in which direct type inter-vehicle communication can be performed is narrower than communication via a wide area communication network. Therefore, direct type inter-vehicle communication may be called narrow area communication.

  The frequency band used for direct type inter-vehicle communication may be designed appropriately. For example, direct type inter-vehicle communication may be realized using radio waves in the 760 MHz band. Of course, direct type inter-vehicle communication may be realized using radio waves in the 2.4 GHz, 5.9 GHz band, etc.

  A communication standard for realizing direct type inter-vehicle communication can adopt any one. Here, as an example, each applicable vehicle implements direct type inter-vehicle communication in accordance with the standard of WAVE (Wireless Access in Vehicular Environment) disclosed in IEEE 1609 and the like.

  Each applicable vehicle has a communication packet (hereinafter referred to as a vehicle data packet) indicating its own vehicle data, and a predetermined cycle (hereinafter referred to as narrow area transmission cycle) Td to other vehicles in the vicinity of the vehicle by direct type inter-vehicle communication. Broadcast in The vehicle data includes transmission source information indicating the vehicle (that is, transmission source vehicle) that has transmitted the communication packet, generation time of the data, current position of the transmission source vehicle, traveling direction, traveling speed, acceleration, and the like. The transmission source information is identification information (so-called vehicle ID) assigned to the transmission source vehicle in advance to distinguish it from other vehicles.

  In addition, each applicable vehicle is configured to be wirelessly connectable to the wide area communication network 3 by the in-vehicle system 1 mounted on each. Here, the wide area communication network 3 refers to a public communication network provided by a telecommunications carrier such as a cellular phone network or the Internet. The base station 4 shown in FIG. 1 is a wireless base station for connecting the in-vehicle system 1 to the wide area communication network 3.

  Each applicable vehicle uses the communication packet including the same vehicle data as the vehicle data packet to be broadcast by direct type inter-vehicle communication in a predetermined cycle (hereinafter referred to as wide area transmission cycle) Tw based on the base station 4 and wide area communication. It transmits to the center 2 via the network 3.

  Hereinafter, in order to distinguish from vehicle data packets periodically transmitted by direct type inter-vehicle communication, a communication packet including vehicle data of a transmission source vehicle transmitted to the center 2 via the wide area communication network 3 is referred to as a wide area vehicle data packet And write. A vehicle data packet periodically transmitted by direct type inter-vehicle communication is referred to as a narrow-range vehicle data packet. However, when the wide area vehicle data packet and the narrow area vehicle data packet are not distinguished from one another, they are simply described as a vehicle data packet. Also, hereinafter, transmission of a communication packet to another communication terminal (for example, the center 2) connected to the wide area communication network 3 is also expressed as wide area transmission, and a predetermined communication packet is transmitted by direct type inter-vehicle communication. Also expressed as narrow-band transmission.

  The center 2 is responsible for transferring the wide area vehicle data packet transmitted from a certain vehicle to other vehicles (i.e., nearby vehicles) existing around the source vehicle. An area around the transmission source vehicle is a range that is within a predetermined transfer inter-vehicle distance from the vehicle. That is, the inter-vehicle distance functions as a parameter used to extract a vehicle to which the wide-area vehicle data packet is to be transferred (in other words, a surrounding vehicle for the source vehicle) out of various application vehicles. Do.

  The inter-vehicle distance for transfer may be a fixed value or may be dynamically determined according to the traveling speed of the transmission source vehicle and the like. Here, as an example, the inter-vehicle distance for transfer is set to a larger value as the traveling speed of the transmission source vehicle is larger. Other vehicles existing within the distance between transfer vehicles from the transmission source vehicle correspond to the surrounding vehicles.

  As another aspect, the inter-vehicle distance for transfer may be dynamically adjusted to a value according to the type of the road on which the source vehicle is traveling. For example, when the type of road on which the transmission source vehicle is traveling is a highway, the transfer inter-vehicle distance is set to a relatively large value (for example, 400 m), while the traveling road is a general road. Is set to a smaller value (for example, 200 m) than when the traveling road is an expressway.

  The center 2 has a function of managing the current position of each applicable vehicle as a subfunction for determining the transfer destination of the received wide area vehicle data packet. Management of the current position of each applicable vehicle may be realized using a database (not shown). In the database, the current position of each applicable vehicle is stored in association with the vehicle ID and the like. For convenience, data representing the current position of each applicable vehicle is referred to as position management data. Every time the center 2 receives a wide area vehicle data packet, the center 2 refers to the content of the wide area vehicle data packet and updates the current position of the source vehicle registered in the database.

  When the center 2 receives the wide area vehicle data packet transmitted from a certain applicable vehicle, it extracts the vehicle existing within the distance between transfer vehicles at the straight distance from the transmission source vehicle based on the position management data, The wide area vehicle data packet received toward the extracted vehicle is transferred.

  In this way, the inter-vehicle communication system 100 provides indirect inter-vehicle communication via the wide area communication network 3. In order to distinguish from direct type inter-vehicle communication, hereinafter, indirect inter-vehicle communication via the wide area communication network 3 will also be described as indirect type inter-vehicle communication. Hereinafter, the configuration of the in-vehicle system 1 mounted on each vehicle will be described in more detail.

<Configuration of In-Vehicle System 1>
Here, the configuration of the in-vehicle system 1 will be described by taking the in-vehicle system 1a mounted on the applicable vehicle Ma as an example. In addition, the vehicle-mounted system 1 currently built by other application vehicles (for example, vehicle Mb) also becomes the same structure. For convenience, the vehicle mounted with itself (i.e., the vehicle Ma) for the in-vehicle system 1 is also referred to as the own vehicle in distinction from the vehicle in which the other in-vehicle system 1 is mounted.

  The in-vehicle system 1 includes a communication unit 10, a sensor 20, and a locator 30, as shown in FIG. The communication unit 10 is connected to the sensor 20 and the locator 30 via a communication network (that is, LAN: Local Area Network) built in the vehicle.

  The communication unit 10 is a unit for performing transmission and reception of vehicle data packets with surrounding vehicles. The communication unit 10 includes a short range communication module 11, a wide area communication module 12, and a communication control unit 13 as finer elements. The short range communication module 11 and the wide area communication module 12 are connected to the communication control unit 13 so as to be able to communicate with each other.

  The short range communication module 11 is a communication module for performing direct wireless communication (that is, direct type inter-vehicle communication) with another vehicle using radio waves in a predetermined frequency band. The short range communication module 11 is provided with a short range communication antenna and a short range communication transceiver (not shown) as finer elements.

  The short range communication antenna is an antenna for transmitting and receiving radio waves in a frequency band used for direct type inter-vehicle communication. The short range communication transceiver demodulates the signal received by the short range communication antenna and provides it to the communication control unit 13, and modulates the data input from the communication control unit 13 and outputs it to the short range communication antenna And wirelessly transmit. In addition, access control of direct type vehicle-to-vehicle communication is implemented by CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance). The access control process based on CSMA / CA may be in charge of the short range communication transmission / reception unit or the communication control unit 13.

  The wide area communication module 12 is wirelessly connected to the wide area communication network 3, and the in-vehicle system 1 is a communication module for communicating with another communication apparatus via the wide area communication network 3. The wide area communication module 12 includes a wide area communication antenna and a wide area communication transmission / reception unit (not shown) as finer elements.

  The wide area communication antenna is an antenna for transmitting and receiving radio waves in a predetermined frequency band used for wireless communication with the base station 4. The wide area communication transmission / reception unit demodulates the signal received by the wide area communication antenna and provides it to the communication control unit 13, and modulates the data input from the communication control unit 13 and outputs it to the wide area communication antenna Send.

  By the cooperation of the wide area communication antenna and the wide area communication transmitter / receiver, the wide area communication module 12 outputs the received data to the communication control unit 13 and modulates the data input from the communication control unit 13 to obtain an external device. It functions as a communication module that transmits (for example, to the center 2).

  The communication control unit 13 controls the operation of the short range communication module 11 and the wide area communication module 12. The details of the communication control unit 13 will be described later separately, but the outline is as follows. The communication control unit 13 generates vehicle data based on the information provided from the sensor 20 and the locator 30, and transmits a vehicle data packet including the vehicle data from the narrow area communication module 11, or from the wide area communication module 12. Let me send it. Transmitting a communication packet from the short range communication module 11 corresponds to the above-described narrow area transmission, and causing the wide area communication module 12 to transmit a communication packet corresponds to the above-described wide area transmission. Further, the communication control unit 13 receives vehicle data packets transmitted from surrounding vehicles by direct type inter-vehicle communication and indirect type inter-vehicle communication.

  The sensors 20 are various sensors for detecting various state quantities related to the traveling of the host vehicle. The state quantities relating to traveling of the host vehicle are, for example, traveling speed, yaw rate, steering angle, acceleration, shift position and the like. That is, the sensor 20 includes a speed sensor for detecting a traveling speed, a yaw rate sensor for detecting a yaw rate, a steering angle sensor for detecting a steering angle, an acceleration sensor for detecting an acceleration acting on the vehicle Ma, a shift position sensor, etc. . In addition, the positional information which shows the present position of the own vehicle specified by the locator 30 mentioned later is also contained in the state quantity regarding driving | running | working of the own vehicle.

  The detection results of the various sensors 20 are sequentially provided to the communication unit 10 via the LAN. The detection results of the various sensors 20 may be provided to the communication unit 10 via any electronic control unit (ECU) or the like. The sensor corresponding to the sensor 20 is not limited to the one described above. Moreover, it is not necessary to have all the sensors mentioned above. The type of sensor 20 may be designed appropriately.

  The locator 30 is a device for specifying a point at which the vehicle is currently traveling on a road map. The locator 30 includes a GNSS receiver 31 and a map storage unit 32 as finer components.

  The GNSS receiver 31 receives a navigation signal transmitted by a navigation satellite included in a Global Navigation Satellite System (GNSS) that is a satellite navigation system, and sequentially calculates the current position based on the received navigation signal.

  The map storage unit 32 stores road map data indicating the connection relationship of roads and the shape of the roads (in other words, the road structure). The map storage unit 32 may be realized using a non-volatile storage medium such as a hard disk drive.

  The locator 30 specifies the position of the host vehicle on the road map based on the current position detected by the GNSS receiver 31. Identifying the vehicle position on the road map is hereinafter also referred to as mapping. The mapping of the vehicle position may be performed with the aid of known map matching techniques commonly used in navigation devices. The map matching technique is a technique for obtaining a traveling locus of a vehicle from traveling directions and traveling speeds of the vehicle at a plurality of time points, and comparing the traveling locus of the vehicle with a road shape obtained from map information to determine the current position of the vehicle. .

  The locator 30 sequentially provides the communication unit 10 with position information indicating the current position. In addition, the locator 30 should just be equipped with the function mentioned above, and when the navigation apparatus is mounted in the own vehicle, you may utilize the navigation apparatus as the locator 30. FIG.

<About the Configuration of Communication Unit 10>
Next, the communication unit 10 will be described. The communication control unit 13 corresponds to the communication control device described in the claims. The communication control unit 13 is configured as a computer including a CPU, a RAM, a ROM, an I / O, and a bus line connecting these components. The ROM stores a program for causing a normal computer to function as the communication control unit 13 (hereinafter, communication control program), a vehicle ID, and the like.

  The above-described communication control program may be stored in a non-transitory tangible storage medium, and the specific storage medium is not limited to the ROM. For example, the communication control program may be stored in a flash memory. Execution of the communication control program by the CPU corresponds to execution of a method corresponding to the communication control program.

  The communication control unit 13 provides various functions shown in FIG. 2 by the CPU executing the above-mentioned communication control program stored in the ROM. That is, the communication control unit 13 includes a vehicle information acquisition unit F1, a vehicle data generation unit F2, a short range communication processing unit F3, a wide area communication processing unit F4, a reception data management unit F5, and a surrounding vehicle determination unit F6 as functional blocks. . The communication control unit 13 also includes a memory M1 implemented using a rewritable storage medium such as a RAM.

  Note that part or all of the functional blocks included in the communication control unit 13 may be realized using one or more ICs (in other words, as hardware). Further, some or all of the functional blocks included in the communication control unit 13 may be realized by a combination of software execution by the CPU and hardware members.

  The vehicle information acquisition unit F1 acquires various information (that is, vehicle information) indicating the traveling state of the host vehicle from the sensor 20 and the locator 30 via the LAN. Specifically, the current position of the host vehicle, the traveling speed, the yaw rate, the traveling direction, and the like are acquired. Various information acquired by the vehicle information acquisition unit F1 is stored in the memory M1 for a fixed time.

  The vehicle data generation unit F2 generates vehicle data indicating the traveling state of the vehicle at the time of generation based on various information stored in the memory M1 at a predetermined generation cycle Tg. The generation period Tg may be, for example, 100 milliseconds. Vehicle data generated by the vehicle data generation unit F2 corresponds to a data main portion (so-called payload) contained in a vehicle data packet. The vehicle data generated by the vehicle data generation unit F2 is stored in the memory M1 and provided to the short range communication processing unit F3 and the wide area communication processing unit F4.

  The short range communication processing unit F3 generates a short range vehicle data packet including the vehicle data each time the vehicle data is provided from the vehicle data generation unit F2, and outputs the short range vehicle data packet to the short range communication module 11. The short range communication module 11 modulates the short range vehicle data packet input from the short range communication processing unit F3 and broadcasts it.

  The vehicle data generation unit F2 generates data at the generation cycle Tg as described above. Therefore, a cycle (that is, a narrow area transmission cycle) Td in which the narrow area communication processing unit F3 transmits the narrow area vehicle data packet is equal to the generation cycle Tg. In other words, in the present embodiment, the short-range transmission period Td is set to coincide with the generation period Tg.

  In addition, the short range communication processing unit F3 acquires data (for example, a short range vehicle data packet from another vehicle) received by the short range communication module 11. The short range communication processing unit F3 provides the received data management unit F5 with the vehicle data indicated by the acquired short range vehicle data packet. The vehicle data of the other vehicle acquired by the short range communication processing unit F3 may be provided to another ECU via the LAN.

  In this embodiment, as an example, the vehicle data generation unit F2 spontaneously generates vehicle data at a predetermined generation cycle Tg and provides it to the narrow area communication processing unit F3 etc. The operation is not limited to this.

  As another mode, the vehicle data generation unit F2 may generate a vehicle data packet based on the request from the short range communication processing unit F3. In that case, the short range communication processing unit F3 requests the vehicle data generation unit F2 to generate vehicle data at every short range transmission cycle Td. According to such an aspect, the narrow area vehicle data packet is transmitted in the narrow area transmission cycle Td.

  The wide area communication processing unit F4 generates a wide area vehicle data packet including the vehicle data generated by the vehicle data generation unit F2 at a predetermined wide area transmission cycle Tw. The wide area communication processing unit F4 generates the wide area vehicle data packet so as to include the same vehicle data as the narrow area vehicle data packet transmitted at the timing when the wide area transmission cycle Tw expires.

  Then, the generated wide area vehicle data packet is output to the wide area communication module 12 and transmitted by radio. That is, the wide area communication processing unit F4 carries out a process for transmitting a wide area vehicle data packet at a predetermined wide area transmission cycle Tw. The wide area vehicle data packet transmitted from the wide area communication module 12 is delivered to the surrounding vehicles of the host vehicle via the base station 4, the wide area communication network 3 and the center 2.

  The cycle (that is, the wide area transmission cycle) Tw itself for performing generation and transmission of the wide area vehicle data packet is dynamically changed by the wide area communication processing unit F4. In the present embodiment, the first period Tw1 and the second period Tw2 having different lengths are registered in advance in the ROM as setting values that can be adopted as the wide area transmission period Tw. The wide area communication processing unit F4 selects one of the first period Tw1 and the second period Tw2 to be adopted as the wide area transmission period Tw based on the determination result of the surrounding vehicle determination unit F6 described later. The first period Tw1 corresponds to the first wide area transmission period described in the claims, and the second period Tw2 corresponds to the second wide area transmission period described in the claims.

  The first period Tw1 may be set to a value larger than the second period Tw2. Here, as an example, the first cycle Tw1 is set to 10 times the narrow band transmission cycle Td (that is, 1 second), and the second cycle Tw2 is set to 1 time (that is, 100 milliseconds) the narrow band transmission cycle Td. It shall be. Of course, the first period Tw1 may be 0.5 seconds, 0.8 seconds, 2 seconds, or the like.

  However, it is preferable that each of the first period Tw1 and the second period Tw2 be set to an integral multiple of the narrow area transmission period Td (in other words, the generation period Tg of vehicle data). This is because vehicle data indicated by a wide area vehicle data packet transmitted in a wide area has the same content as vehicle data indicated by a narrow area vehicle data packet transmitted in a narrow area before and after the transmission time point.

  The first cycle Tw1 is a value set to the wide area transmission cycle Tw for the purpose of suppressing the communication amount. Therefore, it is preferable that the first period Tw1 be set to a relatively large value from the viewpoint of suppressing the communication amount. This is because the amount of communication via the wide area communication network 3 may increase and the communication fee may increase as the wide area transmission cycle Tw decreases.

  On the other hand, the second period Tw2 is a value for setting the wide area transmission period Tw when real-time information sharing between vehicles is required. Therefore, it is preferable to set to a relatively small value (for example, 300 milliseconds or less) from the viewpoint of real-time information sharing. For example, the second period Tw2 may be set to 200 milliseconds or 300 milliseconds.

  As a transmission period of vehicle data packets in the conventional inter-vehicle communication system, a value of about several hundred milliseconds is assumed. That is, if the transmission cycle is set to 100 milliseconds as in the present embodiment, the real-time property of inter-vehicle communication can be sufficiently secured. In other words, in order to realize real-time sharing of vehicle information, it is preferable that the vehicle information of each other can be exchanged every several hundred millimeters.

  Of course, in the future, when real-timeness of information sharing between vehicles comes to be required more, a value corresponding to the request may be adopted as the second period Tw2. However, in this case, it is assumed that the generation period Tg of the vehicle data and the narrow area transmission period Td are also set to the length according to the request.

  By the way, as another aspect, the first period Tw1 may be designed to a large value (for example, 10000 seconds or more) so that the transmission of the wide area vehicle data packet is not substantially performed. In other words, the first period Tw1 may be set to a value treated as infinity by the wide area communication processing unit F4. In addition, the wide area communication processing unit F4 may be configured not to transmit the wide area vehicle data packet when the wide area transmission cycle is set to the first cycle Tw1.

  Further, the wide area communication processing unit F4 acquires data received by the wide area communication module 12 (specifically, a wide area vehicle data packet from another vehicle). The wide area communication processing unit F4 provides the received data management unit F5 with the vehicle data indicated by the acquired wide area vehicle data packet. The vehicle data of the other vehicle acquired by the wide area communication processing unit F4 may be provided to various ECUs via the LAN.

  The reception data management unit F5 stores the vehicle data of the other vehicle acquired by the short range communication processing unit F3 and the wide area communication processing unit F4 in the memory M1 in association with the vehicle ID of the other vehicle. As a result, information on other vehicles existing around the host vehicle is managed separately for each vehicle. For convenience, vehicle data for each vehicle stored in the memory M1 will be referred to as surrounding vehicle data.

  When the vehicle data is stored in the memory M1, the received data management unit F5 compares the vehicle data stored in the memory M1 with the vehicle data to be stored, and the same data is already stored. Discard the duplicate data without saving it. This is because there is no need to save duplicate data.

  For example, when vehicle data is provided from the wide area communication processing unit F4, the vehicle data provided from the wide area communication processing unit F4 is discarded if the same data as the vehicle data is already stored in the memory M1. .

  Here, the same data is data in which the vehicle ID matches and the data generation time also matches. When the same data as the vehicle data provided from the wide area communication processing unit F4 is already stored in the memory M1, the same vehicle data from the narrow area communication processing unit F3 is provided before the wide area communication processing unit F4. It is already provided. Of course, even when vehicle data is provided from the short range communication processing unit F3, the storage of overlapping data is avoided by executing the same processing.

  In the present embodiment, as a more preferable aspect, when the received data management unit F5 stores certain vehicle data, whether the acquisition route of the vehicle data is direct type inter-vehicle communication or indirect type inter-vehicle communication , Flag, etc. shall be used for recording. For example, when the vehicle data provided from the short range communication processing unit F3 is stored, a flag indicating that the data is acquired by direct type inter-vehicle communication is set to ON. When the vehicle data provided from the wide area communication processing unit F4 is stored, a flag indicating that the data is acquired by indirect type inter-vehicle communication is turned on. It is sufficient to turn on each flag for data acquired by both routes.

  The surrounding vehicle determination unit F6 determines, based on the surrounding vehicle data stored in the memory M1, whether or not other vehicles exist in a predetermined range (hereinafter, a surrounding range) that can be regarded as the periphery of the own vehicle. Do. That is, the surrounding vehicle determination unit F6 is a functional block that determines whether there is another vehicle around the host vehicle, in other words, whether there is a surrounding vehicle. The range around the host vehicle may be designed appropriately. Here, as an example, a range combining the range in which direct type inter-vehicle communication can be performed and the range in which indirect type inter-vehicle communication can be performed is regarded as the peripheral range for the host vehicle.

  The surrounding vehicle determination unit F6 determines whether vehicle data packets of other vehicles have been received within a predetermined time (hereinafter, determination time) from the current time. Specifically, when the vehicle data packet of the other vehicle is not received within the judgment time from the present, it is determined that the other vehicle does not exist around the own vehicle. On the other hand, when the vehicle data packet of the other vehicle is received within the determination time, it is determined that the other vehicle exists around the host vehicle.

  The determination time used here may be designed appropriately. However, it is preferable that the determination time be longer than one time of the first period Tw1. For example, the determination time may be 1.5 times the first period Tw1 or the like.

<Wide area transmission cycle control processing>
Next, the wide area transmission cycle control process performed by the communication control unit 13 will be described using the flowchart shown in FIG. The wide area transmission cycle control process is a process of controlling the wide area transmission cycle Tw. This wide area transmission cycle control process may be started sequentially (for example, every 100 milliseconds) while the power supply (for example, ignition power supply) of the vehicle is on. Alternatively, it may be started at the timing when the wide area communication processing unit F4 outputs the wide area vehicle data packet to the wide area communication module 12.

  First, in step S1, the surrounding vehicle determination unit F6 accesses the memory M1, reads out surrounding vehicle data, and proceeds to step S2. In step S2, based on the surrounding vehicle data read in step S1, the surrounding vehicle determination unit F6 determines whether there is another vehicle around the host vehicle. If it is determined that there is no other vehicle around the host vehicle, a negative determination is made in step S2, and the process proceeds to step S3. On the other hand, when it is determined that another vehicle is present in the vicinity of the host vehicle, an affirmative determination is made in step S2, and the process proceeds to step S4.

  In step S3, the wide area communication processing unit F4 sets the wide area transmission cycle Tw to the first cycle Tw1 and ends the present flow. When the wide area transmission cycle Tw is already set to the first cycle Tw1, the setting may be maintained as it is.

  In step S4, the wide area communication processing unit F4 sets the transmission cycle to the second cycle Tw2 and ends the present flow. When the wide area transmission cycle Tw is already set to the second cycle Tw2, the setting may be maintained as it is.

  FIG. 4 is a diagram showing operations of the vehicle data generation unit F2, the narrow area communication processing unit F3, and the wide area communication processing unit F4 when the wide area transmission period Tw is set to the first period Tw1. The horizontal axis represents the passage of time. The downward triangle in the figure represents the timing at which the vehicle data generation unit F2 generates vehicle data. Arrows provided on the horizontal axis corresponding to the short range communication processing unit F3 and the wide area communication processing unit F4 indicate timings at which vehicle data packets are transmitted.

  As shown in FIG. 4, the short range communication processing unit F3 transmits vehicle data packets in synchronization with the generation of vehicle data by the vehicle data generation unit F2. On the other hand, when the wide area transmission cycle Tw is set to the first cycle Tw1, the wide area communication processing unit F4 transmits the vehicle data packet once every time the narrow area communication processing unit F3 transmits the vehicle data packet ten times. . The vehicle data packet transmitted by the wide area communication processing unit F4 contains the same vehicle data as the vehicle data packet transmitted by the narrow area communication processing unit F3 at the same timing.

  FIG. 5 is a diagram showing operations of the vehicle data generation unit F2, the narrow area communication processing unit F3, and the wide area communication processing unit F4 when the wide area transmission period Tw is set to the second period Tw2. The symbols in the figure have the same meaning as in FIG.

  As shown in FIG. 5, when the wide area transmission cycle Tw is set to the second cycle Tw2, the wide area communication processing unit F4 transmits vehicle data packets at the same frequency as the narrow area communication processing unit F3. That is, the information transmission to other vehicles is carried out more densely than the case where the wide area transmission period Tw is set to the first period Tw1.

<Summary of the embodiment>
In the above configuration, when it is determined by the surrounding vehicle determination unit F6 that there is no other vehicle around the host vehicle, the wide area transmission period Tw is set to the first period Tw1. When it is determined by the surrounding vehicle determination unit F6 that another vehicle is present in the vicinity of the own vehicle, the wide area transmission period Tw is set to the second period Tw2.

  The first period Tw1 is set to a relatively large value with respect to the narrow area transmission period Td and the second period Tw2 from the viewpoint of suppressing the communication amount. The second cycle Tw2 is to realize real-time information sharing equivalent to direct type inter-vehicle communication in order to realize real-time property comparable to direct type inter-vehicle communication in indirect type inter-vehicle communication The value is set to the same value as the narrow area transmission cycle Td.

  That is, when there is no other vehicle around the own vehicle, the wide area communication processing unit F4 sets the wide area transmission cycle Tw to a relatively short value, while when the other vehicle exists around the own vehicle. Sets the wide area transmission cycle Tw to a relatively long value. The short range communication processing unit F3 sequentially transmits the short range vehicle data packet at a predetermined short range transmission cycle Td regardless of the determination result of the surrounding vehicle determination unit F6.

  Therefore, according to the above configuration, when other vehicles exist around the host vehicle, transmission of vehicle data is relatively densely performed by both direct type inter-vehicle communication and indirect type inter-vehicle communication. Therefore, even if the communication quality of the direct type inter-vehicle communication is lowered due to the shadowing or the hidden terminal, sharing of real-time vehicle information can be maintained by the indirect type inter-vehicle communication.

  When no other vehicle exists around the host vehicle, the wide area transmission cycle is set to a relatively long first cycle Tw1. Since extending the wide area transmission cycle Tw corresponds to suppressing the frequency of performing communication via the wide area communication network 3, it is possible to suppress the communication amount and the communication charge. When no other vehicle exists in the peripheral range of the own vehicle, the vehicle data of the own vehicle is not used by the other vehicle. Therefore, there is little need to transmit vehicle data frequently. Further, the periodic transmission of the vehicle data is carried out by direct type inter-vehicle communication not via the wide area communication network 3 at the same intervals as in the case where other vehicles exist around the host vehicle.

  Therefore, when the other vehicle is not present in the vicinity of the host vehicle, there is little possibility that the real time property of information sharing between the vehicles may be impaired even if the wide area transmission cycle Tw is increased. That is, according to the above configuration, it is possible to suppress communication charges generated by using the wide area communication network 3 while realizing real-time sharing of vehicle information.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The various modification described below is also contained in the technical scope of this invention. Various modifications may be implemented in combination as appropriate. Furthermore, it can change variously and can implement within the range which does not deviate from a gist besides the following. For example, the communication control unit 13 may have a part of the functions of the locator 30.

  In addition, about the member which has the function same as the member described in the above-mentioned embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted. In addition, when only a part of the configuration is mentioned, the configuration of the embodiment described above can be applied to the other parts.

[Modification 1]
The embodiment described above exemplifies a mode in which it is determined that another vehicle is present around the host vehicle when vehicle data packets of the other vehicle are received within the determination time from the present as an example. Absent.

  If the distance between the position of the other vehicle indicated in the received vehicle data and the position of the own vehicle at the time of reception is equal to or greater than a predetermined peripheral determination distance, the other vehicle is a periphery of the own vehicle It may be determined that the vehicle is not present. That is, even when vehicle data packets of other vehicles are received by indirect type inter-vehicle communication or direct type inter-vehicle communication, if the distance between them and the host vehicle is equal to or greater than the surrounding judgment distance It may be determined that no other vehicle exists around the host vehicle. This corresponds to handling a range within a predetermined surrounding judgment distance from the host vehicle as a predetermined range described in the claims.

  The peripheral judgment distance introduced in this modification 1 judges whether or not to consider another vehicle communicating directly or indirectly with the host vehicle as the other vehicle existing around the host vehicle. Is a parameter that functions as a threshold for The peripheral judgment distance may be the same parameter as the transfer inter-vehicle distance adopted by the center 2 or may be defined as a separate independent parameter. Further, the surrounding judgment distance may be adjusted according to the content of the vehicle control that the host vehicle is about to execute based on the vehicle data of the other vehicle.

  The contents of vehicle control to be executed based on vehicle data of another vehicle include, for example, lane change, right / left turn, follow-up, information provision to a driver, and the like. For example, in the case of performing follow-up traveling, a shorter value can be adopted as the surrounding determination distance even in the case of performing a lane change or the like. The peripheral judgment distance corresponding to the control content may be designed appropriately.

[Modification 2]
Although the aspect which makes 2nd period Tw2 the same value as narrow area transmission period Td was illustrated in the above-mentioned embodiment, it does not restrict to this. For example, as shown in FIG. 6, it may be twice the narrow area transmission period Td. Also, as shown in FIG. 7, it may be half the narrow area transmission cycle Td. That is, the second period Tw2 may be shorter than the narrow area transmission period Td. In that case, the generation period Tg may be set to a value equal to the second period Tw2.

  Further, the wide-area vehicle data packet may be generated so as to transmit the same vehicle data as the narrow-area vehicle data packet, and the first cycle Tw1 or the second cycle Tw1 used as the wide-area transmission cycle Tw as long as the restriction is satisfied. The period Tw2 may not necessarily be an integral multiple of the narrow area transmission period Td. For example, as shown in FIG. 8, the first period Tw1 may be set to 8.5 times the narrow area transmission period Td. In this case, the vehicle data packet transmitted by the wide area communication processing unit F4 at time Tb may include vehicle data contained in the vehicle data packet transmitted by the short range communication processing unit F3 immediately before that. That is, the vehicle data generated at time Ta may be included.

[Modification 3]
In the embodiment described above, the wide area communication processing unit F4 exemplifies a mode in which the wide area transmission cycle is changed based only on the presence or absence of a surrounding vehicle. However, the present invention is not limited thereto. The wide area communication processing unit F4 dynamically changes the wide area transmission cycle Tw based on whether the communication quality of the direct type inter-vehicle communication is equal to or higher than a predetermined allowable level, in addition to the presence or absence of peripheral vehicles. May be Such an aspect is referred to as modified example 3. This modification 3 may be realized, for example, as follows.

  As shown in FIG. 9, the communication control unit 13 in the modification 3 includes a communication quality determination unit F7 in addition to the various functions described above as the embodiment. The communication quality determination unit F7 may be realized by the CPU executing a communication control program, or may be realized as hardware using one or more ICs.

  The communication quality determination unit F7 is a functional block that determines whether the communication quality of the direct type inter-vehicle communication is equal to or higher than a predetermined allowable level. Various methods can be adopted as a method of determining whether the communication quality of the direct type inter-vehicle communication is equal to or higher than an allowable level. It should be noted that the state where the communication quality of direct type inter-vehicle communication is equal to or higher than the allowable level means that the narrow-range vehicle data packet transmitted from the surrounding vehicles can be received normally, in other words, reception of data fails. This corresponds to a state in which the probability is equal to or less than a predetermined threshold (for example, 10%).

  Here, as an example, when the other communication quality judgment unit F7 can not receive the narrow area vehicle data packet among the other vehicles that should be present in the vicinity of the own vehicle, the communication quality is less than the allowable level It is determined that Further, when the narrow area vehicle data packet can be received from all other vehicles that should be present in the vicinity of the own vehicle, it is determined that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level. The other vehicles which should exist around the host vehicle may be specified based on the wide area vehicle data packet acquired by the indirect type inter-vehicle communication.

  It is preferable that another vehicle used as a surrounding vehicle in the determination processing of communication quality is another vehicle existing in a range where direct communication between the own vehicle and the direct type vehicle can be sufficiently performed. For example, another vehicle existing within 100 m from the host vehicle may be adopted as a surrounding vehicle in determining the communication quality. In other words, it is not necessary to use all other vehicles recognized by indirect type inter-vehicle communication as peripheral vehicles.

  Further, the method of determining whether the communication quality of the direct type inter-vehicle communication is at the allowable level is not limited to the method described above. For example, based on the received signal strength indication (RSSI) of the narrow-area vehicle data packet acquired by direct type inter-vehicle communication, it may be determined whether the communication quality is equal to or higher than the allowable level.

  Specifically, the communication quality can be determined from the RSSI by the following configuration and procedure. First, the narrow area communication module 11 provides the RSSI of the received narrow area vehicle data packet to the narrow area communication processing unit F3, and the narrow area communication processing unit F3 receives the narrow area vehicle data packet together with the RSSI. Provide to F5. The reception data management unit F5 stores the RSSI of the vehicle data packet acquired by direct type inter-vehicle communication in the memory M1 in association with the vehicle data of the other vehicle. The specification of the RSSI may be realized using a known configuration as an RSSI circuit.

  Generally, the distance between the RSSI and the communication terminal has a correlation, and the shorter the distance between the communication terminals, the larger the RSSI. Therefore, the estimated value of RSSI according to the distance between vehicles can be designed beforehand. Data indicating an estimated value of RSSI according to the distance between vehicles (hereinafter, RSSI data) may be registered in advance in a ROM or the like as a part of the communication control program.

  In such a configuration, the communication quality determination unit F7 has a value that the RSSI of the vehicle data packet actually received is a value smaller than a predetermined threshold value or more than the assumed value of the RSSI determined from the distance of the other vehicle to the own vehicle. When the vehicle is present, it is determined that the communication quality of the direct type inter-vehicle communication is less than the allowable level. In addition, when there is no other vehicle whose RSSI of the vehicle data packet actually received is a value smaller than a predetermined threshold value than the RSSI assumed value determined from the distance to the own vehicle of the other vehicle, there is no communication quality. It is determined that the level is higher than the allowable level. According to such a determination method, the communication quality of direct type inter-vehicle communication can be determined without using the vehicle data acquired by the indirect type inter-vehicle communication. Of course, it is needless to say that the communication quality can be determined more accurately if the communication quality is determined in combination with the above-described method.

  Note that when the RSSI of the vehicle data packet actually received is smaller than the expected value of RSSI determined from the distance between vehicles, shadowing by a large vehicle occurs, or the area around the host vehicle is multipathed. The case where it is under the environment etc. is assumed. In either situation, the communication quality of the direct inter-vehicle communication is likely to deteriorate (that is, the situation where direct type inter-vehicle communication is not good).

<Wide Area Transmission Period Control Process in Modified Example 3>
Next, the wide area transmission cycle control process performed by the communication control unit 13 in the third modification will be described using the flowchart shown in FIG. First, in step S101, the surrounding vehicle determination unit F6 accesses the memory M1, reads out the surrounding vehicle data, and proceeds to step S102. In step S102, the surrounding vehicle determination unit F6 determines, based on the surrounding vehicle data read in step S101, whether there is another vehicle around the host vehicle. As a method of determining whether or not there is a vehicle around the host vehicle, the method mentioned in the first modification may be applied. When it is determined that another vehicle is present around the host vehicle, an affirmative determination is made in step S102, and the process proceeds to step S103. If it is determined that there is no other vehicle around the host vehicle, a negative determination is made in step S102, and the process proceeds to step S104.

  In step S103, the communication quality determination unit F7 determines whether the communication quality of the direct type inter-vehicle communication is equal to or higher than a predetermined allowable level. If it is determined that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level, an affirmative determination is made in step S103, and the process proceeds to step S104. On the other hand, when it is determined that the communication quality of the direct type inter-vehicle communication is less than the allowable level, a negative determination is made in step S103, and the process proceeds to step S105.

  In step S104, the wide area communication processing unit F4 sets the wide area transmission cycle Tw to the first cycle Tw1 and ends the present flow. Of course, when the wide area transmission cycle Tw is already set to the first cycle Tw1, the setting may be maintained as it is.

  In step S105, the wide area communication processing unit F4 sets the transmission cycle to the second cycle Tw2 and ends the present flow. Of course, when the wide area transmission cycle Tw is already set to the second cycle Tw2, the setting may be maintained as it is.

<Summary of Modification 3>
In the wide-area communication processing unit F4 in the third modification, when it is determined that the other vehicle is not present around the own vehicle by the surrounding vehicle determination unit F6, or the communication quality determination unit F7 has the communication quality of direct type inter-vehicle communication. If it is determined that the level is equal to or higher than the allowable level, the wide area transmission cycle Tw is set to the first cycle Tw1. Further, it is determined that the other vehicle exists around the host vehicle by the surrounding vehicle determination unit F6, and the communication quality of the direct type inter-vehicle communication is determined to be less than the allowable level by the communication quality determination unit F7. In this case, the wide area transmission cycle Tw is set to the second cycle Tw2.

  That is, in the case where the wide area communication processing unit F4 in the third modification sets the wide area transmission cycle Tw to a relatively short value, the direct type inter-vehicle communication can be performed despite the presence of other vehicles around the own vehicle. It is a case where the communication quality has not reached an acceptable level.

  When the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level, the real-time property of information sharing between the vehicles is maintained by the direct type inter-vehicle communication. Therefore, when the communication quality of the direct type inter-vehicle communication is at the allowable level, it is not necessary to shorten the wide area transmission cycle Tw, and from the viewpoint of communication amount suppression, the wide area transmission cycle Tw is preferably longer.

  That is, according to the above configuration, as compared with the above-described embodiment, the scene in which the wide area transmission cycle Tw is set to the second cycle Tw2 is more limited, and the communication charge can be further suppressed.

  If the communication quality of the direct type inter-vehicle communication does not reach the allowable level, there is a possibility that the narrow-area vehicle data packet transmitted from the other area existing in the vicinity of the own vehicle can not be received. . Therefore, when the communication quality of the direct type inter-vehicle communication does not reach the allowable level, the surrounding vehicle can acquire the real-time vehicle information of the own vehicle by setting the wide area transmission cycle Tw to a relatively short time. It will be. The shortening of the wide area transmission cycle Tw is equivalent to increasing the transmission frequency of vehicle data packets to the wide area communication network 3 and carrying out the information transmission to other vehicles more densely. In addition, since the other vehicles operate in the same manner as the own vehicle, the own vehicle can also obtain real-time vehicle information of the surrounding vehicles. That is, the real time property of information sharing of vehicle data between vehicles can be maintained similarly to the above-mentioned embodiment.

[Modification 4]
The determination method of the communication quality of the direct type inter-vehicle communication by the communication quality determination unit F7 is not limited to the method disclosed in the third modification. The reception failure rate (hereinafter packet loss rate) of narrow area vehicle data packets is calculated for each other vehicle, and if there are other vehicles whose packet loss rate is equal to or greater than a predetermined threshold, direct vehicle-to-vehicle communication is performed. It may be determined that the communication quality of communication is less than the allowable level.

  The packet loss rate for a certain other vehicle may be calculated as follows. First, when the short range vehicle data packet from another vehicle can be received, the reception data management unit F5 registers the reception time in the memory M1 as a reception history. That is, the memory M1 stores data indicating the reception history for each vehicle (hereinafter, direct reception history data).

  When communication quality judgment unit F7 can receive the wide area vehicle data packet from the other vehicle, the communication quality judgment unit F7 narrowly transmitted from the other vehicle within the past one second from the reception time point based on the direct reception history data. The number of times the range vehicle data packet has been received (hereinafter, the number of successful receptions) is specified.

  An expected value of the number of receptions of vehicle data packets transmitted from another vehicle in one second by direct type inter-vehicle communication (hereinafter, expected reception value) is a value obtained by dividing one second by the narrow area transmission cycle Td. Specifically, since the short-range transmission period Td is set to 0.1 seconds here, the expected reception value is 10.

  Also, the number of reception failures, which is the number of failed receptions of vehicle data packets transmitted by direct type inter-vehicle communication from another vehicle, can be obtained by subtracting the number of successful receptions for the other vehicle from the expected reception value. . Furthermore, a value obtained by dividing the number of reception failures for a certain other vehicle by the expected reception value corresponds to the packet loss rate for the other vehicle.

  That is, when the communication quality judgment unit F7 acquires the wide area vehicle data packet of a certain other vehicle, the communication quality judgment unit F7 specifies the number of successful receptions from the direct reception history data about the other vehicles, and the specified number of successful receptions The packet loss rate for the other vehicle is calculated based on the expected value. The packet loss rate may be expressed as a percentage. Here, a value obtained by dividing the number of reception failures by the reception expected value is used as it is without conversion into a percentage.

  If the packet loss rate calculated in this manner is equal to or less than a predetermined threshold (for example, 0.2), it may be determined that the communication quality is less than the allowable level. Note that the threshold for determining whether the communication quality is equal to or higher than the allowable level from the packet loss rate (hereinafter, loss rate threshold) is a value according to the distance between the own vehicle and the other vehicle to be subjected to the determination process. It may be set to This is because the packet loss rate tends to increase as the distance between vehicles increases.

[Modification 5]
When changing the wide area transmission cycle Tw from the first cycle Tw1 to the second cycle Tw2 based on the determination result of the surrounding vehicle determination section F6, the communication control section 13 causes the wide area transmission cycle Tw to be the second cycle Tw2 for the surrounding vehicles. A communication packet (hereinafter referred to as a second periodicization request packet) which is requested to be set to may be transmitted over a wide area. Generation and transmission of the second periodic request packet are performed by the wide area communication processing unit F4.

  The second periodic request packet transmitted by the wide area communication processing unit F4 in cooperation with the wide area communication module 12 is transferred by the center 2 to the surrounding vehicles. For example, when the center 2 receives a second periodicization request packet from the vehicle Ma, the center 2 identifies a vehicle around the vehicle Ma, and transfers a second periodicization request packet to the identified nearby vehicle. When receiving the second periodic request packet, the wide area communication processing unit F4 of each in-vehicle system 1 sets the wide area transmission period Tw to the second period Tw2.

  When the wide area communication processing unit F4 sets the wide area transmission cycle Tw to the second cycle Tw2 triggered by the reception of the second periodicization request packet as a trigger, the transmission of the second periodicization request packet is not performed. I assume. If the second periodic request packet is sent even if the wide-area transmission period Tw is set to the second period Tw2 in response to the reception of the second periodic request packet, the second periodic request packets are spread in a chained manner. The reason is that

  According to the configuration disclosed as the fifth modification, when it is determined that the communication quality of the direct type inter-vehicle communication is less than the allowable level, the vehicle data packet is also transmitted to the surrounding vehicles at the second cycle Tw2. It can be done.

  It should be noted that after the second communication request unit is transmitted, the wide area communication processing unit F4 determines that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level by the communication quality determination unit F7. It is assumed that a communication packet (hereinafter referred to as return permission packet) for permitting return of the transmission period Tw to the first period Tw1 is transmitted in a wide area.

  When the wide area communication processing unit F4 receives the second periodic request packet, the wide area communication processing unit F4 registers information (for example, a vehicle ID) indicating a transmission source of the communication packet in the memory M1 as a request source vehicle. Then, when the return permission packet is received from all the request source vehicles, the wide area transmission cycle Tw is returned from the second cycle Tw2 to the first cycle Tw1. Among the transmission source vehicles of the second periodic request packet, it is highly possible that the vehicle for which the wide area vehicle data packet can not be received thereafter is no longer a peripheral vehicle for the own vehicle. Therefore, for a vehicle that can not receive the wide area vehicle data packet, the registration as the request source vehicle may be deleted.

[Modification 6]
In the fifth modification described above, the aspect of transmitting the return permission packet is illustrated when the communication quality determination unit F7 determines that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level. . For example, based on the positional relationship with the intersection, it may be determined whether or not to send the return permission packet. Such an aspect is shown below as modification 6.

  First, as a premise, the locator 30 in the sixth modification sequentially identifies the road on which the host vehicle is traveling (hereinafter, the host vehicle travel path) based on the result of the mapping on the host vehicle. And the road map information (following, driving | running | working road information) regarding the specified own vehicle traveling path is provided to the communication control part 13 one by one. The traveling road information may include the position of a road connection point existing on the traveling road of the vehicle and information indicating the road shape of the traveling road of the vehicle (hereinafter, road shape information). Here, the road connection point is an intersection, a junction point to the highway main line, or the like.

  Further, as shown in FIG. 13, the communication control unit 13 in the modification 6 includes a road information acquisition unit F8 and a positional relationship determination unit F9 in addition to the various functions described above. Each of the road information acquisition unit F8 and the positional relationship determination unit F9 may be realized by the CPU executing a communication control program, or may be realized as hardware using one or more ICs and the like. good.

  The road information acquisition unit F8 acquires traveling road information from the locator 30. The acquired traveling road information is provided to the positional relationship determination unit F9.

  The positional relationship determination unit F9 is, based on the position information of the road connection point included in the traveling road information acquired by the road information acquisition unit F8 and the current position of the own vehicle, among the road connection points existing ahead of the own vehicle Of the distance to the road connection point (hereinafter referred to as the closest connection point) located closest to the vehicle (hereinafter referred to as the forward connection point distance) and the road connection point located behind the vehicle, the closest position to the vehicle Identify each of the distances from the existing road connection point (hereinafter referred to as the rear connection point distance).

  Then, the positional relationship determination unit F9 determines whether or not at least one of the front connection point distance and the rear connection point distance is equal to or less than a predetermined cycle change distance Dth. In other words, the positional relationship determination unit F9 determines whether or not the own vehicle is present in a range that is within the cycle change distance Dth from the road connection point.

  The period change distance Dth is a parameter for determining whether or not the current position of the vehicle is in the vicinity of a road connection point. The cycle change distance Dth may be a constant value designed in advance, or may be dynamically determined (in other words, adjusted) in accordance with the traveling speed of the host vehicle. Here, as a more preferable aspect, the positional relationship determination unit F9 sets the cycle change distance Dth to a larger value as the traveling speed of the host vehicle is larger. For example, if the traveling speed of the host vehicle is equal to or less than the cruising speed of a general road (for example, 50 km / h), 200 m is set, and if the cruising speed for an expressway (for example, 80 km / h), Set to 400m and so on. The specific value of the period change distance Dth according to the traveling speed may be designed as appropriate.

  Then, after transmitting the second periodic request packet, the wide area communication processing unit F4 determines that both the front connection point distance and the rear connection point distance are equal to or more than the period change distance Dth by the positional relationship determination unit F9. In this case, send a return permission packet.

  Of course, the conditions under which the wide area communication processing unit F4 transmits the return permission packet are not limited to this. For example, after transmitting the second periodic request packet, the positional relationship determination unit F9 determines that both the forward connection point distance and the backward connection point distance are equal to or greater than the cycle change distance Dth, and the communication quality determination unit F7 If it is determined that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level, the return permission packet may be transmitted.

[Modification 7]
Although the wide area communication module 12 and the communication control part 13 illustrated above the aspect accommodated in the housing | casing above were illustrated, it does not restrict to this. As shown in FIG. 11, the wide area communication module 12 is provided outside the communication unit 10 including the communication control unit 13, and is configured to connect the wide area communication module 12 and the communication control unit 13 via a LAN. May be

  Further, the short range communication module 11 may be provided outside the communication unit 10 including the communication control unit 13, and the short range communication module 11 and the communication control unit 13 may be configured to be connected via a LAN. .

  Furthermore, as shown in FIG. 12, both the short range communication module 11 and the wide area communication module 12 may be provided outside the unit 10 </ b> A including the communication control unit 13. That is, each of the short range communication module 11 and the wide area communication module 12 may be configured to be connected to the communication control unit 13 via the LAN.

100 inter-vehicle communication system, Ma · Mb vehicle, 1.1a · 1b vehicle system, 2 centers, 10 communication units, 11 narrow area communication modules, 12 wide area communication modules, 13 communication control units, 20 sensors, 30 locators, 31 GNSS Receiver, 32 map storage unit, F1 vehicle information acquisition unit, F2 vehicle data generation unit, F3 narrow area communication processing unit (short area communication processing unit), F4 wide area communication processing unit (wide area communication processing unit), F5 received data management Part, F6 surrounding vehicle judgment part, F7 communication quality judgment part, F8 road information acquisition part, F9 position relation judgment part

Claims (10)

Used in vehicles,
In cooperation with a narrow area communication module for performing direct wireless communication with the outside without a wide area communication network, a vehicle between a peripheral vehicle existing around the vehicle and a direct vehicle without the wide area communication network A short-range communication processing unit (F3) that implements direct type inter-vehicle communication that is communication;
In cooperation with a wide area communication module for wirelessly communicating with the outside through the wide area communication network, an indirect inter-vehicle communication is implemented which is an indirect inter-vehicle communication through the peripheral vehicle and the wide area communication network. Wide area communication processing unit (F4),
A vehicle data generation unit (F2) that generates vehicle data indicating a traveling state of the vehicle based on a detection result of a sensor mounted on the vehicle;
The narrow area communication processing unit wirelessly transmits a communication packet including the vehicle data from the narrow area communication module at a predetermined narrow area transmission cycle.
The wide area communication processing unit performs processing for transmitting a communication packet including the vehicle data to the surrounding vehicle at a predetermined wide area transmission cycle via the wide area communication module and the wide area communication network.
Based on the vehicle data acquired by the narrow area communication processing unit and the wide area communication processing unit, it is determined whether the other vehicle corresponding to the surrounding vehicle is within a predetermined range determined based on the position of the vehicle Peripheral vehicle judgment unit (F6)
The wide area communication processing unit
When it is determined by the surrounding vehicle determination unit that the other vehicle is not present in the predetermined range, a predetermined first wide area transmission cycle longer than the narrow area transmission cycle is adopted as the wide area transmission cycle. on the other hand,
When it is determined by the surrounding vehicle determination unit that the other vehicle is present in the predetermined range, a predetermined second wide area transmission set to a value equal to or smaller than the narrow area transmission period A communication control apparatus characterized by adopting a cycle as the wide area transmission cycle. In claim 1,
The communication quality determination unit (F7) determines whether the communication quality of the direct type inter-vehicle communication provided by the narrow area communication processing unit is equal to or higher than a predetermined allowable level.
The wide area communication processing unit is determined by the surrounding vehicle determination unit that the other vehicle is within the predetermined range, and the communication quality determination unit determines that the communication quality of the direct type inter-vehicle communication is the allowable level. A communication control apparatus characterized by employing the second wide area transmission cycle as the wide area transmission cycle when it is determined that the length is less than the second wide transmission cycle. In claim 2,
The communication quality determination unit determines that the communication quality of the direct type inter-vehicle communication is the same as the wide-area communication processing unit even when the surrounding vehicle determination unit determines that the other vehicle is within the predetermined range. A communication control apparatus characterized by employing the first wide area transmission cycle as the wide area transmission cycle when it is determined that the level is equal to or higher than the allowable level. In claim 2 or 3,
The communication quality determination unit determines whether the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level based on the received signal strength or packet loss rate of the communication packet acquired by the direct type inter-vehicle communication. A communication control apparatus characterized by determining. In any one of claims 2 to 4,
The wide area communication processing unit changes the wide area transmission cycle from the first wide area transmission cycle to the second wide area transmission cycle based on the surrounding vehicle determination section determining that the other vehicle is present within the predetermined range. When changing it, the second periodicization request packet which is a communication packet for requesting the surrounding vehicle to set the wide area transmission cycle to the second wide area transmission cycle is transmitted to the surrounding vehicle by the indirect type inter-vehicle communication. A communication control apparatus characterized by In claim 5,
The communication control apparatus, wherein the wide area communication processing unit sets the wide area transmission cycle to the second wide area transmission cycle when the second periodic request packet is received by the indirect type inter-vehicle communication. . In claim 6,
In the case where the communication quality judging unit judges that the communication quality of the direct type inter-vehicle communication is equal to or more than the allowable level, the wide area communication processing unit determines that the communication quality judging unit has transmitted the second periodic request packet. A communication control apparatus transmitting a return permission packet which is a communication packet for permitting return of the wide area transmission cycle to the first wide area transmission cycle. In claim 7,
A road information acquisition unit (F8) for acquiring road information including the position of a road connection point, which is a point at which a vehicle running road, which is a road on which the vehicle is traveling, is connected to another road;
A positional relationship determination unit (F9) that determines whether the distance between the vehicle and the road connection point is equal to or greater than a predetermined period change distance based on the road information acquired by the road information acquisition unit; Equipped with
After the point that the wide area communication processing unit transmits the second periodic request packet, the positional relationship determination unit determines that the distance from the road connection point is equal to or more than the period change distance, and the communication is performed. A communication control apparatus characterized in that the return permission packet is transmitted when it is judged by the quality judging unit that the communication quality of the direct type inter-vehicle communication is equal to or higher than the allowable level. In claim 7 or 8,
The wide area communication processing unit
When the wide area transmission cycle is set to the second wide area transmission cycle based on the reception of the second periodic request packet, from all vehicles corresponding to the transmission source of the received second periodic request packet A communication control apparatus, wherein the wide area transmission cycle is set to the first wide area transmission cycle when the return permission packet is received. In any one of claims 1 to 6,
The communication control device, wherein the vehicle data includes position information indicating a current position of the vehicle, a traveling speed, a traveling direction, and a generation time at which the vehicle data is generated.

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